Automatic change speed power transmission mechanism



2 Sheets-Sheet l H. J. MURRAY Filed Aug. 21, 1940 AUTOMATI'CCHANGE SPEEDPOWER TRANSMISSION MECHANISM June 20,` 1944.

June H J. MURRAY 2,351,628

AUTOMATIC CHANGE SPEED POWER TRANSMISSION MECHANISM Filed Aug. 21, 19402 Sheets-Sheep 2 FIG. 4. F|G. 6.

INVENTOR Patented June 20, 1944 UNITED STATES PATENT OFFICE AUTOMATICCHANGE SPEED POWER TRANSMISSION MECHANISM Howard J. Murray, NewYork, N.Y. Application August 21, 1940, Serial No. 353,441

12 Claims. y (Cl. 'Hf-293)- The present invention relates in general toan automatic torque converting power transmission mechanism, andspecifically relates to a device for eil'ecting and ail'ecting universaldrive relations between driving and driven members of ,a powertransmission device.

One of the objects of the present invention is to provide a simple formof mechanism arranged to derive torque converting power from the drivingmember through drive control mechanism and thence employ the saidderived power to control the drive control mechanism and thereby efi'ectand affect the driving relation of the said members.

A further object of the present invention is to provide an automaticmulti-speed drive transmission mechanism with the parts arranged so asto be torque responsive thereby to effect a plurality of positivespeed-torque drive relations and to effect a combined slip and positivespeed-drive relation between the said positive speed-drive relations.

An additional object oi' the present invention is to employ a pluralityof fluid drive control means individually and collectively in a torqueresponsive with automotive vehicle construction, and it is in thisconnection that embodiments of the present invention will be describedin detail.

Accordingly the present disclosurev includes a plurality of torqueconverting means for effecting slip and non-slip drive relations duringperiods of different torque loads on the driven member withoutmechanical friction or mechanical shocks.

In one embodiment of the present invention the fluid control elements ofa plurality of drive control mechanisms are arranged to permitaplurality of slip and non-slip drive relations between the driving anddriven members according to the load torque on the driven member, and inanother embodiment the slip and non-slip drive relations may beautomatically superseded by mechanical clutching means according to thetorque load on the driven member. In still another embodiment the saidslip and non-slip drive relations may be superseded by manually actuatedclutching means.

According to the present disclosure the duid control losses are muchsmaller than the fluid manner so as to eilect the transmission of powerfrom a driving member to a driven member at various positivespeed-torque drive relations. A still further object of the presentinvention is to provide a combination of torque responsive drive controlelements which will become operative one after the other according tothe load torque on the driven member.

A still additional object`of the present invention is to provide aplurality of self-acting fluid :ouples arranged to become torqueresponsive one after the other according to the torque load on '.hedriven member thereby to sequentially eilect s. plurality of slip andnon-slip drive' relations ietween the power means in accordance with theyorque load on the driven member.

The invention also contemplates the use of a llurality of self-retardedcontrol couples in turn emotely controlled under such conditions that hemembers may be placed in positive drive relaions independently of thesaid couples.

The present invention is a development of the isclosure included in myU. S. Patent Serial No. ,208,224 issued July 16, 1940, entitled Powerransmission torque converting device.

While the present invention is obviously capale of use in any locationwherein it is desired to ransmit power from one member to another, the`resent invention is particularly applicable to a ower transmissiondevice I,for use in connection `losses under similar conditions for thecombination oi' means disclosed in the above noted U. S. Patent.

In the drawings: y

Figure 1 is an embodiment oi the present invention partly in verticalsection taken axially of the main shaft.

Figure 2 is a1 transverse sectional view taken upon the line 2-2 ofFigure 1 looking in the direction indicated by the arrows.

Figure 3 is a transverse sectional view taken upon the line 3 3 oiFigure 1 looking in the direction indicated by the arrows.

Figure 4 is another embodiment of the present invention partly invertical section taken axially of the main shaft.

Figure 5 is a transverse sectional view taken upon the line 5 5 ofFigure 5 looking in the direction indicated by the arrows.

Figure 6 is still another embodiment of the present linvention partly invertical section taken axially of the main shaft.

Figure 7 is a. horizontal sectional view taken upon the line 1-1 ofFigure 6 looking in the direction indicated by theA arrows.

Figure 8 is a view of a modification of the means of Figure 1 in partialvertical section taken axially of the main shaft.

Figure 9 is a diagrammatic view of the means for remotely controllingthe drive control means .of Figure 4.

Figure is a side view partially in sectional elevation taken along theline IO--Ill of Figure 7 looking in the direction indicated by thearrows.

Figure 11 is a sectional view of the means of Figure 8 showing the valveparts of Figure 8.operated to a different position.

Figure 12' is a -side view of the valve parts of one of the pumpingunits of Figure ll taken along the line I2-I2 of Figure 11 looking inthe direction indicated by the arrows.

Figure 13 is a side view in partial sectional elevation of the means'ofFigure 12 looking in the direction indicated by the arrows along theline I3-I3.

Figure 14 is a side view of the valve means of Figures 1l to 13inclusive.

In the following description and in the claims, parts will be identifiedby specific names for convenience of expression, but they are intendedtoY be as generic in their application toy similar parts as the art willpermit.

There is shown by Figure 1 of the drawings a novel drive controlorganization and associated power transmission elements collectivelyconstituting a torque converting transmission mecha,-

nism and including a pair of power shafts I0 andv II disposed in axialalignment with their adja-y cent ends including the reduced portion 32of the shaft I I interfitted to provide proper bearing surfaces.

The power shafts I0 and II are mounted for independent rotary movementrespectively in suitable bearings 20 and 2 I While either of these powershafts I0 and II may be considered as the driving member of themechanism, for the purpose of this description, it will bev consideredthat the shaft Il is the normal driving member; and is operativelyconnected to be driven from a source of power (not shown) such as aninternal combustion engine.'

Accordingly shaft I0 is regarded as the normally driven member, and is,operatively connected to whatever mechanism (not shown) itis desired todrive. f

The shaft I I is preferably made of a good quality of steel and formedwith sun teeth orl spines I2 to operatively receive a plurality ofgroups of planet gears I3-a, I4a and I5-a (see Fig. 3) forming togetherwith the teeth I3p, I4-p and I5-fp of the annular gears I 3 1), I4b andl5--b and the sun teeth of the member. I I, a plurality of differentialspeed drive sets all connected in speed driving relation with the drivenmember II. One of the sets (see left hand set) in drivilng relation withthe normally driving member 'I'he planet gears I3-a, |4--a and I 5-a arerotatably supported and positioned by the bearing portions I3--c, I4-cand I5-c of the annular gears I3--b, |4-b and I5-b so as to beconstantly in mesh with the sun teeth I2 of the member II, and torevolve therewith.r

The annular gears are positioned and supported on the splined bearingsI3-s, I4-'s and Iii-s Li tirln supported by the teeth I2 of the mem-With this arrangement it is evident that each planet gear is constantlyin mesh with portions of It is also evidentthat a plurality powertransmission paths and each of these paths will act as a means totransmit power in some relation to the degree of retardation of theindividual or collective rotation of the said differential sets.

A plurality of iiuid pump elements are mounted on the annular gears.Thus element Ill-h is mounted on annular gear I3-b. I4-h is mounted onannular gear I4-b, and element I5-h is mounted on gear I5-b. Theelements are normally loosely mounted on the gears. The annular gearsare formed with cammed surfaces 35 so as to receive the clutch rollersI3-e, l4-e and I5-e. The element IB-h is provided with fluid teeth l3-o.The element' I4-h is provided with teeth I4--o, and the element I5-h isprovided with the teeth I5--o.

The mechanism is provided with a casing 26k formed with a bell portionI8 and with the splines I6 to position and hold against rotation aplurality of pump casings I3-y', |444` and I5-y and associated casingend members I 3--l, I4-Z and I5-l. Pump elements I3-i, I4-i and I5i areloosely mounted in the casings as shown by Figure l so as to be inpumping mesh relation with the pump elements I3-h, III-h. and I 5-h bymeans of the teeth I3q, |4-q and I5-q. The casing I3-r' is formed withthe tongue I3-u. The casing I4-7' is formed with the torque I4-u, andthe casing I5-7' is formed with the tongue |5-u (see Figure 1).

The pump casings are also formed with openings 'I2 and 38 (see Figure'7) and with a fluid valve element 3l secured by the bolts 60. Thecasings are'secured against excessive axial movement by means of thelocking rings I3m, I4-m y and Ill-m. The member I0 is formed at itsenlarged portion 25 with a plurality of depressions 34 to receive theunidirectional clutch rollers 28 (see Figure 2).

lBy means of Figure 4 there is shown a modification of the means ofFigure 1. In this arrangement the annular gear I3--b of Figure 1 ismodified as annular gear 54 of Figure 4 to include the depressions 43formed so that the rollers I3e may bebidirectional. A shift collar 45with a shift slot- 46 and fingers 56 (see Figure 5) is slidably mountedon the annular gear 54 for rotation therewith. A shift finger 48 isformed on the member 49 securely attached to the shift rod 44 guided inits axial movement by openings in the casing 21 at the portion I'I andalso by an opening in the member 42.

The shift rod 44 is conventionally extended to the rod 44--a of Figure 9operatively attached to the arm 'Il formed to rotate about the shaft 65with the conventional brake control lever 66 and the pedal 6l associatedwith the conventional spring 65 attached to the pin 68. A supplementalspring 55 is positioned between the collar 45 and the member 42.

By means of Figure 6 there is shown still another modiflcation of themeans of Figure 1. In this arrangement the clutch rollers I3-e (seeFigure 3) and the depressions 35 are not employed and the pump elementI3-h (see Figure 1) is formed integral with the annular gear I3--b. Thusthe element 51 of Figure 6 includes the pump teeth I3-0. While only onedifferential speed set is shown, it is understood that the samemodification may be applied to all the differential sets shown byFigure 1. The modification shown by the means of Figure 4 associatedwith the shift rod 44 may also be employed with the Inodication ofFigure 6.'

By means of Figure 8 there is shown means for operatively associatingthe iiuid control valves as 31 of Figure 7 so as to operativelyassociate the diierential sets through the fluid valves. In thisarrangement the valve of one set is operatively associated with a valveof the adjacent set so that the fluid pressure of one pump may beemployed to affect the fluid pressure of -the pump fluid of an adjacentset. The valves 59a and 59--b are connected by means of the member il toprovide for operative valve relation as hereinafter described.

By means of Figure 10 a side view of the valve cover 31 of Figure 'I andits positioning means are shown. This view in partial sectionalelevation also indicates the relation of the valve openings 12 and 38 tothe pump teeth 53--p and l3-q (see Figure 6). y

Figures l1 to 14 inclusive show sectional and end views of the operativerelation ofthe valves 59-a and 59-b. The two said valves are operativelyassociated by the stem 3i and is moved axially by fluid pressure tothepositions shown by Figures 8 and 11. In Figures 12 and 13 theprojection 63 and the opening 63-a as well as the valve Eil-a are shownin different operating relations.

In operation, let it be assumed that the source of motive power (notshown) is connected to the normally driven member Il of Figure l bymeans of the conventional foot clutch as commonly found onself-propelled vehicles, although it is possible according to thepresent disclosure to directly connect the member Il directly to thesource of power.

Let it be further assumed for the purpose of this description that thesource of power when connected to the member I I will rotatev the sameclockwise when viewed from the right hand end of the means of Figure l.'I'he device to be driven such as an automotive vehicle, is assumed tobe connected to the normally driven member I through a conventionalreversing unit (not shown) and that the member Ill is normally driven inthe same direction as the member II.

The transmission casing including the portions 2B and 29 is well lledwith a suitable iluid, and prevented from leaking out by means of theend members 23 and 24 formed to receive the fluid retaining material 39.The members 23 and 24 are attached to the transmission casing by meansof the bolts 22.

As hereinbeiore stated the present invention is a further development ofthe invention disclosed in Patent No. 2,208,224, and this patent in turnis a further development of the disclosure in my U. S. Patent No.2,150,938 issued May 21, 1939. The arrangement of the sun, planet andannular gears are similar in the present disclosure and in the saidpatents. It is obvious that no additional teaching will be obtained byduplicating such teaching in the application, insofar as the di'erentialspeed drive relations of the said sun, planet and annular gears areconcerned.

The means of Figure l may be assembled in several ways. It is suggestedthat the member I0 be first assembled with the bolts 22 in piace, thenthe pumping mechanisms may be assembled complete by means oi' the boltsI 3-11, l 4-11 and i5-v holding the casings I3-1, l 4-1 and 15-7' andI3-l, H-l and IB-l and the pump elements in operative relation. Theleftend lock ring is moved in the slots cut in the splines I6 of thetransmission casing 26. The left end pump mechanism is moved along thesplines I8 to the 75 ring I3-m. The other lock rings H-m and IB-m andthe other pumps are similarly installed so as to be spaced apart asshown on Fig. l. Next the sun, planet and annular gears are installed onthe normally driven member Il, and the reduced portion 32 of the memberil is moved into the member I0 as the member Il is slowly rotatedclockwise as viewed from the right hand end of the means of Figure 1.

With the shaft or member Il rotating at constant speed (for the purposeof this description) and without any load torque on the member l0, allot the sun', planet and annular gears and the members I0 and Il willtend to rotate at the same clockwise speed about a common axis. The pumpelements I3-h, M h and IS-h will not rotate because the roller clutchesI3e, M-e and Ii-e will be rendered inoperative. There will be no pumpingaction because there will be no relative action between the pumping gearteeth |3-o and |3-q, II-o and |I-q, and ll-o and ll-q. All of thesaidsun, planet and annular gears will rotate integral about a com mon axis.

Now let it be assumed that the'engine upon the vehicle on which thetransmission has been installed has been started and is running atconstant speed. Also that the transmission is completely assembled andproperly illled with a suitable iluid. With the member I0 connected tothe rear wheels and the toot clutch let "in" a load torque will beplaced on the member I0. The clockwise speeds of the annular gears |3-b,I4-b and IB-b will decrease. 'I'he clockwise speed of the annular gearI5-b will decrease faster than the clockwise speed of the annular gearH-b in turn decreasing faster clockwise than the annular gear l3-b. Theclockwise speed oi annular gear i5-b will eventually reach zero. Up tothis time, the pump gear |5-h has not been rotated. As the load torqueincreases, the annular gear |5-b will be rotated counterclockwise. Theroller clutches IS-e will be moved into clutching position, and the pumpgear IB-h will be rotated suilicient to create a iluid pressure againstthe relief valve 31 (Figure '1 is common to all the pumping mechanismsof Figures 1, '4 and 6).

If the load torque is not suillcient to cause the gear Ii-b to actuatethe pump to create fluid pressure enough to open the valve 31 the gear-b will be held approximately stationary. This holding action will ofcourse depend on the type of pump employed. If a plunger type of pump isactuated by the teeth I5-o the annular gear will be held at rest (it ishereby understood that this disclosure is not limited to any particulartype of iiuid pump, and that the actual type of pump may be of any knownform best adapted to the manner of and the purpose for which the deviceis installed and operated). In this event the driving member Il will beforced to drive the member I0 in a positive manner at the speedtorquedrive relation determined by the ,arrangement of the annular gearing.The holding action will be mainly that of a static force.

If the load torque on the driven member i8 continues to increase, thereaction of the annular gear IB-b will eventually be able to operate theassociated pumping elements to create fluid preseY sure to overcome therelief valve 31, and a pumping action will exist as the speed of theannular gear IL-b increases counter-clockwise. The

fluid pressure against the relief valve 31 must always be greater thanthat for which it is set to drive the member IIJ at increased torquerelation. The speeds of the annular gears I4-b and I3-b have also beendecreasing clockwise as the counter-clockwise speed of the annular gearI3-b increased. rr'

With still further increase of torque load on the member I the annulargear. Il-b will come to zero speed. As the annulari gear M-b reversesits direction of rotation, the clutch rollers I4-e will drive connectthe annular gear I4-b to the pump gear member Ill-h. 'I'he second pumpwill now become operative to compress fluid against itsrelief valve 31.The second relief valve associated with the pumpingmember I4-h will beset to resist a higher fluid pressure than the relief valve associatedwith the pumping member- I--h.

As the Id--h relief acts to retard the associated pump elements itsholding action will be added to the holding action of the I5-h reliefvalve. As the load torque on the member I0 increases there will be ahunting action against the annular gears because the relief valves willremain closed over a range band of fluid pressure increase, and theannular gear I4--b will be held at rest as the annular gear I5-bcontinues to rotate counter-clockwise and the annular gear I3-b stillrotates clockwise. Thus a second speed-torque positive drive relationwill be effected between the driving member II and the driven member I0according to the load torque on the said driven member I0. This is true,because the reaction of the planetary gearing is proportional to theload torque, and the pumping action is proportional to the reactions ofthe annular gears. The holding action on the annular gear I 4-b isstatic, and no power factor is involved. The holding action on theannular gear I5-b is a resultant of both static and kenetic forces.

With still further increase of load torque on the driven member I0, theclockwise speed of the annular gear I3-b will reach zero as the annulargears I-b and I5-b are now both rotating counter-clockwise with theassociated relief valves open to different degrees.

When the annular gear I3-b starts to rotate counterclockwise the thirdpump will be connected by means of the rollers i-e and the annular gearI3b and the pump member I3--h will be in compression status. The thirdrelief valve operatively associated with the pump member I3-h will beset for a higher iiuid pressure than the relief valve operativelyassociated with the pump member ifi-h. Thus a third hunting action willoccur and the members Il) and Il will be placed in a third positivedrive relation as the third relief valves holds the third pump over thethird relief pressure band.

It should be noted at this time that altho there are three positive ornon-slip drive relations effected as the load torque on the member Iiihas increased, there has also been slip-drive intervals between thenon-slip drive intervals. The members Il! and II have also been in driverelation during these slip-drive intervals. This slipdrive holdingaction has also increased in accordance with the load torque on thedriven member I0. Thus there has been no shock or violent change in theholding action of the pumps and therewith no violent change in the driverelations of the members I0 and II. In fact the holding action hasoccurred according to the torque loadI on the driven member I0. Theholding for fluid control action is automatically balanced so as to beproper for the instantaneous load torque, because the holding action isa function of the load torque. If the load torque now continues toincrease, the pump member I3-h will now be rotated counter-clockwise andthe torque relations of the members I0 and II will still furtherincrease. In some installations of the device this increase of torquerelations may not be desirable.

In this eventa iluid pump mechanism will be removed from associationwith the annular gear I3-b and a simple roller clutch means installed asshown by Figure 4.

The member 42 is installed in the place of the pump casings lli-j andI3-l. In this event, when the annular gear I3-b starts to rotatecounter-clockwise the clutch rollers I3--e will be moved into clutchingposition and the annular gear I3 e will be held at rest. The member I Iwill now be forced to positively drive the member I0 at the speed-torqueratio determined by the planetary gearing. With this arrangement, theannular gears I5b and Illb will be fluid controlled and the annular gearI3-b mechanically controlled. The speed ratio for the greatestdifference of speed between the-members II) and I I will be limited.

When the torque load on the driven member I0 decreases, the strain onthe clutch rollers Iiie will decrease and as the annular gear IS-bstarts to rotate clockwise, the rollers I3e will be released with eitherthe mechanical member 42 for the pump member IS-h of Figure l. At thesame time the counter-clockwise rotation of the annular gears Id-b andI5-b will decrease.

Eventually the clutch rollers Ill-e will be released as the annular gearld--b starts to rotate clockwise, and finally the annular gear I5-b willreach zero speed and reverse and the rollers I5-e will be released. Asthe rollers are sequentially released the associated fluid pumps willbecome inoperative. The pumps are sequentially released according to thetorque on the driven member I0. The action is entirely automatic andwithout any attention on the part of the vehicle operator. When themechanical member d2 of Figure 5 is employed the efiiciency of thedevicewill be increased. The pumps may be connected to closed iluid conductinglines arranged to conduct the fluid outside of the transmission casingas shown by Figure 6 of my U. S. Patent 2,208,224. The valves may alsobe placed outside the casing as shown by the drawings of Patent2,208,224. However the pumps of Figure 1 are shown with simple openingswith simple conventional fluid control valves arranged so that the samelubricating fluid used for the transmiss-gearing may be used as a fluidcontrol medium. In addition, any leakage from the pumps will remain inthe transmission and thus be used over again. Because of this novelty,the fittings will not have to be close. and the danger of low oil supplyis eliminated.

The efllciency of the device may be still further increased byoperatively associating the valves of one pump with the valves ofanother pump. By means of Figure 8 there is shown a method ofoperatively associating the valve 59--a with the valve 59-b (see Figure14). The valves may be both inlet or outlet valves, or one of the valvesmay be the relief valve of one pump mechanism, and the other means forcontrolling the oil intake of another pump mechanism. If the stem 6L isof such a length as to hold the valves at closed positions as shown byFigure 8 the valve 59a may be considered as the relief valve associatedwith the pump element l4h. As the impressed torque on the driven memberl increases, the reversed speed of the gear H-b will increase and theclockwise speed of the gear I3-b will decrease to zero and thence rotatecounterclockwise (see Figures 1, 4 and 6). The fluid pressure due to therotation of the gear Il-b is transmitted to the valve element 59-0. tokeep the valve elements 59-a and` 59-1; seated as shown by Figure 8.Eventually (with continued torque increase on the member I0) the uidpressure in the opening 31 will be sufficient to axially move the valves58--a and 59-b and the stem 6I against the fluid pressure caused by thegear I4--b as shown by Figures 11 and 413. This axial movement will ofcourse be varied as to time vand extent by the relative active pressureareas of the openings 31 and 6|c.

With the operating valve positions of Figure l1, the fluid pressure dueto gear I3-b would be relieved and the iiuid pressure due to the gearM-b maintained to tend to hold the gear I4-b as hereinbefore explained.For the valve positions of Figure 13 both pressures dueto gears l3-b andI4b would be relieved. Thus the valve 59-b acts as a supplementary valveto the valve 59--a to reduce the pressure of the fluid in the fasterrotating pump and thus throw more of the control load on the slowermoving pump. l

If the stem 6I is longer the valve 59-b will be shown as open. 1f thevalve 59-b is now a fluid inlet control valve, it is obvious that anincrease of pressure back of thev valve 59-a could act to shut off thefluid supply to the pump including the element I-h and reduce its eiortto maintaining a few pounds of vacuum.

Thus the valves of the device may becom-l bined to reduce molecular lossof the uid medium according to the manner of and the purpose for whichthe device will be installed and operated. l

When the normally driven member l0 of the means of Figs. land becomesthe driving member, the annular gears will all tend to rotate fasterthan the member l0. 1f there is no load torque on the now driven memberIl, the gears of Figure l will tend to rotate at a common speed about acommon axis. However any appreciable load torque will tend to react onthe planetary gearing to cause the annular gear l-b to rotate clockwisefaster than the annular gear I4--h, and the gear ld--b to rotateclockwise faster than the gear l3-b. In order to maintain thedifferential relation of the planetary gearing it is obvious that suchaction will cause the `driven member Il to rotate slower than thedriving member Ill.

Applied to the automotive transmission, this action would usually occurwhen the vehicle is coasting or the vehicle is driving the engineagainst compression. If the clutch rollers 28 (see Figures l and 2) arepositioned in the unidirectional depressions 34 formed in the portion 25of the now driving member l0, these rollers will be inactive at alltimes except when the annular gear li-b tends to rotate clockwise fasterthan the now driving member i0. As the member I0 becomes the drivingmember, the annular gear l3-b will tend to rotate clockwise faster thanthe portion 25 and the rollers 28 will be moved into clutching position.All the planetary gearing will rotate at a common speed, and the membersI0 and I I will be in positive drive relation. This is the conventionaldrive relation in which the ordinary automotive vehicle is .operateddown ordinary grades.

Any number o! uid pumps as shown on Figure 1 may be employed. The morepumps used the less speed-drive change between `pump connections. `Thegear ratio of the planetary gearing may be tapered so that only a smalldiierence in speed between themembers l0 and H will exist as the annulargear I5-b reverses its direction of rotation. f

With proper design, the power line between the member lIll and thevehicle wheels maybe arranged so that when annular gear l5-b isheld atrest, the engineand vehicle will be in conventional direct'drive, whenannular gear l4--b is held at rest conventional intermediate speed driverelations will' be effected, andfwhen the annular gear I'-b is held atrest (either by mechanical or nuid means) conventional low speed driverelations will be effected.

If direct drive relations between the vehicle and the engine are notsufficient in emergency, such as traversing an unusual down grade, Iprovide means, co-incidentally actuated with the ,vehicle controls inthe normal act of operating the vehicle. i

FigureV 4 shows a modified annular I5-b gear designated by the numeral5I formed with curved slots 5l to receive the lingers 56 of a shiftcollar 45 towhich is attached `a clutch roller barrier arm 53. Theclutch roller IS-eis positioned in a bidirectional depression 43 formed.in the annular gear 54. Normally the clutch roller |3-e isunidirectional and acts only whenthe annular gear rotatescounter-clockwise as the memberil is the driving member. becomes thedriving member the clutch roller or Fig. 4 will normally remaininoperative, and thus acts as does thel rollerl clutches I3'e of FigureL'A`-;. Y'

When theoperat'or oi the vehicle is vunable to check the increasingvspeed of vthe vehicle dueto i .-2

the direct drive action of the rollers 28( see Figure 2) he will depressthe lconventional brake control pedal 61 of Figure 9 to operate the arm66 and thus the speed control army 1I to move the rod 44 connected w therod upf figure 4 te.

move the shift finger 48 and `therebythe shift collar l5 against theresettinglspring" 55. The fingers 56 will rotate the collar, andvtherewith the barrier arm 53 to cause same'tofmove away from the clutchroller l3e to` permit'v same to move into clutching position. Thetransmission device willthus cause the now ldriving mem ber l0 to rotatethe-member H at a faster speed than its own and thus increase thecompression braking effect of the engine to decelerate the ver hicle.Anymanually actuated partici the car or vehicle may be employed toselectively move the rod M-awith the same effects Or a special controlknob may be placed on the.' steering wheel column convenient to thevehicle operator. .In this event the clutch rollers `I3e would not beco-incidentally controlled, and the brake con'- trol mechanism .wouldhave no effect on the transmission operation.

Thus, according to the present disclosure, I provide a highly eicientiluid control organization automatically deriving control power fromWhen the member; illv l gears are a portion of the pumps.

rations.

the driving member according to the load torque on the driven member. Inaddition the organization automatically effects a plurality ofpredetermined positive drive relations between the driving member andthe driven member at differentA torque relations without shock or jar.

By means of Figure 6 there is shown a combination of means in which noroller clutches are employed for the fluid pumps. The annular Thus theannular gear 51 is formed with teeth 58-p at the portion 58 `(same forall pumps used in this modication). The other elements of each pump aresimilar to the pump elements |3--7', |3-l, I3-u, |3-i and I3--q of Fig.l. The relief valves may be setto hold the annular gears when reversingwith the memberl H driving as explained forthe valves of figure, but therelief valves normally will also act to cut off the oil supply when theannular gears are'rotating clockwise.

`v yIn this event the pumps cannot pump oil when theannular gears arerotated clockwise, and the effort -will be limited to creating a vacuumof a few pounds.

Or the valves may be associated as shown in Figure 8 to eect manydesired operating :results according to the manner of and the purposefor which the device is installed and operated.

' The roller clutches 28 may also be employed with the means of Figure 6as hereinbefore described for the means of Fig. 1.

In thefsame manner the means shown by Figure may also be employed withthe means of Figure 6.

In conclusion, it will be understood that the present disclosureprovides fluid control means for automatically effecting and affectingslip and non-slip drive relations at different speed-torque That thisautomatic operation may be also affected manually. That both iluid andmechanical control means are provided for automatically deriving a.small portion of the power transmitted between two power members therebyto control slip and non-slip transmission of power at a plurality ofspeed-torque relations.

That fluid drive control means are provided -whereby a plurality offluid pressures are sequentially produced and employed in a more or lessstatic manner to create forces to cause one power l member to driveanother.

While I have shown and described and have pointed out in the annexedclaims certain new and noval features of my invention, it will beunderstood that certain well known equivalents of the elementsillustrated may be used, and that various other substitutes, omissionsand changes in the form and details of the devices illustrated and intheir operation may be made by those skilled in the art withoutdeparting from the Aspirit of my invention.

Having thus described my invention, I claim: 1. In a device of the classdescribed, the combination of planetary gearing, a driving rotor and adriven rotor in drive relation, a plurality of bidirectional fluidcontrol organizations, roller clutch means for drive connecting anddisconnecting the organizations one after the other to the gearing inaccordance with the load torque on the driven rotor, and fluid for thesaid organization.

2. In a device of the class described, the combination of drive anddriven power members, drive means for maintaining a drive relationbetween the said members, a pluralityof fluid control means includingco-operatively associated A trol means operatively positioned toestablish speed drive relation between the said members, fluid, and aplurality of separately mounted fluid control mechanisms eachincluding aunidirectional uid valve, certain groups of the said valves providedwith common elements for cooperatively associating the valves of thesaid groups according to the extent and direction of rotation of thesaid mechanisms for individually and collectively causing theestablishing action of the drive means, said control means includingtorque responsive elements for individually and collectively connectingand disconnecting the fluid control means and the said drive controlmeans as a function of the torque load on the driven member.

4. In a device of the class described, the combination of a pair ofpower members, drive means for maintaining drive relation between thesaid members, fluid, and a plurality of fluid energizing and controlmeans arranged to be selectively drive related to the said drive means,said fluid means including clutch elements positioned to selectivelyconnect and disconnect the said control means and the drive meansaccording to the torque load on the driven member and the speed of thedriving member, further clutch elements positioned to positively driverelate the said members when the fluid means are connected, and stillfurther clutch elements manually actuated for positively connecting thesaid members independently of the fluid means.

5. A device for causing micromatic torque conversion between a drivingrotor, a driven rotor and planetary gearing, which includes means forsupporting and positioning the said rotors and said gearing normally inconstant drive relation about a common axis, a fluid, and fluid controlmeans, said control means including torque responsive fluid controlvalve means for employing the fluid control means to retard the saidgearing in a hunting manner thereby to force the driving rotor tomicromatically drive the driven rotor positively at a plurality of speeddrive relations varying from the said normal relation, said forcedrelations occurring in accordance with the torque load on the drivenrotor.

6. In a gear control organization, the combination of'a pair of powerrotors and gearing in differential drive relation about a common axis,

a drive control organization including a plurality of operativelyseparate fluid compressors and associated valve control elements, fluidfor the said compressors, clutch means for individually drive relatingthe compressors to the gearing in accordance with the torque load on thedriven rotor, further clutch means for positively drive relating thesaid rotors after the said compressors have been drive connected, andremotely controlled manually actuated clutch means for positively driverelating the said rotors independently of the said compressors.

7. In a device of the class described, the combination of speed gearingand drive and driven power rotors drive related to the gearing, a fluid,a plurality of fluid control mechanisms, clutch means for connecting anddisconnecting the said mechanisms one after the other to the saidgearing according to the torque load on the driven rotor, further clutchmeans for connecting the rotors in positive drive relation after thesaid mechanisms have been connected, and still further clutch means forpositively drive connecting the said rotors when the said driving rotorbecomes the driven rotor.

8. In a device of the class described, the combination of drive anddriven members in drive relation, drive means for causing a desiredspeed drive relation between the said members, a. plurality of fluidenergizing mechanisms, fluid for the said mechanisms, a plurality oftorque responsive clutch means for connecting the mechanlsms to thedrive means according'to the torque load on the driven member, furthertorque responsive clutch means for automatically and positively driverelating the said members after the said mechanisms have been connected,and manually controlled clutch means for causing the said members tobecome positively drive related without regard to the action of theother said clutch means.

` 9. In a. device of the class described, the combination of driving anddriven power members, drive means including a plurality of planetarygears for maintaining a drive relation between the said members, abidirectional fluid drive control mechanism including torque responsivefluid valves arranged for drive relating and unrelating the mechanismsone after the other to different elements of the said drive meansaccording to the torque load on the driven member, and a fluid mediumfor the said mechanisms.

10. In a device of the class described, the combination of sun, planet,annular, drive and driven gears in drive relation, separate fluidcontrol mechanism carried by each of the said annular gears, torqueresponsive clutch means for drive relating one of the said mechanismsand one of the said annular gears progressively according to the torqueload on the driven gear and thence unrelating same according to the saidtorque, and fluid medium for the said mechanisms.

11. In a device of the class described, the combination of gearing, adriving rotor and a driven rotor in normal driving relation, a pluralityof fluid gear pumps carried by the said gearing for torque responsiverotation therewith, a plurality of normally inactive clutch rollersoperatively positioned between the said gearing and said pumps foreifecting the said torque responsive rotation, a fluid for the saidpumpsy valve elements associated with the said pumps and actuated by thesaid fluid, and further remotely controlled clutch rollers for driverelating certain of the pumps and the gearing independently of the saidnormally inactive rollers.

12. In a device of the class described, the combination of a pair ofpower members, drive means for maintaining a normal drive relationbetween the said members, a fluid, a plurality of fluid controlmechanisms including fiuid valve elements actuated by the said fluid forprogressively and sequentially fluid drive relating the said drive meansand said mechanisms to vary the said normal drive relation, clutchelements operatively positioned so as to positively drive relate thesaid members after the said drive means and said mechanisms are allfluid drive related, and manually actuated means for disconnecting thesaid clutch means. t

HOWARD J. MURRAY.

